Multi-speed transmission in planetary design

ABSTRACT

A multi-speed transmission in planetary design for a vehicle includes a housing, a first shaft is provided as a drive (An), and a second shaft provided as an output arranged axially parallel to the drive. Three planetary gear sets and additional shafts along with six shifting elements are provided. Machine elements (ST 1 , ST 2 ) are provided for transfer of torque between the drive (An) and the output (Ab). The first shaft ( 1 ) is connectable to the ring gear of the third planetary gear set, to the sun gear of the first planetary gear set, to the sun gear of the third planetary gear set, to the planetary gear carrier of the first planetary gear set and to the first machine element. The second shaft is connected or connectable to the first machine element and to the second machine element.

FIELD OF THE INVENTION

The present invention relates to a multi-speed transmission in planetarydesign for a vehicle including a first shaft provided as a drive and asecond shaft provided as an output that is arranged axially parallel tothe drive, whereas three planetary gear sets and additional shafts alongwith six shifting elements are provided, through which the actuation ofseveral gears can be realized, and whereas machine elements are providedfor transfer of torque between the drive (An) and the output (Ab).

BACKGROUND OF THE INVENTION

As an example, publication DE 10 2007 014 150 A1 discloses aload-shiftable multi-speed transmission. With this multi-speedtransmission, the drive shaft is firmly connected through a torsionalvibration damper to a first shaft of a first shaft train. A second shafttrain arranged parallel to this includes, among other things, the twooutput shafts designated as shafts. The two shaft trains are connectedto each other through three spur gear stages. A first three-shaftplanetary gear stage is located on the first shaft train. A secondplanetary gear stage and a third planetary gear stage are located on thesecond shaft train. Thus, the multi-speed transmission comprises tenshafts that are connected to each other through three spur gear stagesand three planetary gear stages. For shifting the eight forward gearsand one reverse gear, five shifting elements are necessary. The providedshifting elements are hydraulically operated. In order to reducehydraulic losses, the shifting elements are to be arranged in a mannerthat is easily accessible from the outside. However, with afront-transverse installation of the transmission in a vehicle, only alimited axial installation space is available.

SUMMARY OF THE INVENTION

The present invention is subject to a task of providing a multi-speedtransmission with the highest possible number of gears and an easyaccessibility of the shifting elements, with, at the same time, a goodgearing efficiency and a need for axial installation space that is aslow as possible. Additional objects and advantages of the invention willbe set forth in part in the following description, or may be obviousfrom the description, or may be learned through practice of theinvention.

The tasks are solved by the characteristics of the transmissionembodiments described and claimed herein.

Accordingly, a load-shiftable multi-speed transmission in planetarydesign, or a multiple-gear planetary transmission for a vehicle with ahousing, is proposed, whereas the drive or the drive shaft, as the casemay be, and the output or the output shaft, as the case may be, arearranged in a manner axially parallel to each other for a preferredfront-transverse installation. The multi-speed transmission inaccordance with the invention comprises only nine shafts, threeplanetary gear sets and only six shifting elements, in order to realizeat least nine forward gears and one reverse gear. In addition, for thecoupling of the drive and the output, it is preferable that only twomachine elements are provided.

Given the fact that the first shaft, as a drive, is detachably connectedor connectable to the ring gear of the third planetary gear set, to thesun gears of the first planetary gear set and the third planetary gearset and to the planetary gear carrier of the first planetary gear setand the first machine element, and that the second shaft, as an output,is connected, or is detachably connected or connectable, to the firstmachine element and to the second machine element, a multi-speedtransmission in accordance with the invention that enables an actuationof the shifting elements that improves the degree of efficiency and isthus in line with demand arises. The advantageously low number oftransmission elements of the multi-speed transmission for afront-transverse design has its transmission elements nested with eachother in such a manner that an arrangement that particularly saves axialinstallation space is enabled. In addition to the improved degree ofefficiency, low component stresses and low construction costs arise.

The easy accessibility of the shifting elements may be realized, amongother things, on the one hand through the use of brakes as shiftingelements and, on the other hand, through the use of clutches as shiftingelements, which are preferentially positioned at outside shafts,preferably at the drive and at the output, with the multi-stagetransmission in accordance with the invention. Due to the lowconstruction costs, in an advantageous manner, low production costs anda low weight of the multi-speed transmission in accordance with theinvention arise.

Within the framework of a possible embodiment of the invention, it canbe provided that, as a machine element for the coupling or for thetransfer of torque between the drive and the output, spur gear stages orthe like, which realize the transmission ratio for the outputdifferential, are used. However, other machine elements for thetransmission of power, such as chains, belts or the like, may be used.

Viewed in an axial direction, the planetary gear sets are arranged inthe order of first planetary gear set, second planetary gear set andthird planetary gear set, whereas it is preferable that only negativeplanetary gear sets are provided. However, at spots where the bindingability allows it, individual or several negative planetary gear setsmay be converted into positive planetary gear sets, if, at the sametime, the bar connection (i.e., the planetary gear carrier connection)and the ring gear connection are exchanged, and the amount of thestationary transmission ratio is increased by the value of 1. As is wellknown, a negative planetary gear set features, at the planetary gearcarrier, rotatably mounted planetary gears, which mesh with the sun gearand the ring gear of such planetary gear set, such that, with aplanetary gear carrier that is held down and a rotating sun gear, thering gear rotates in a direction opposite to the direction of rotationof the sun gear. As is well known, a positive planetary gear setfeatures, at its planetary gear carrier, inner and outer planetary gearsthat are rotatably mounted and are in a tooth meshing with each other,whereas the sun gear of such planetary gear set meshes with the innerplanetary gears, and the ring gear of such planetary gear set mesheswith the outer planetary gears, such that, with a planetary gear carrierthat is held down and a rotating sun gear, the ring gear rotates in thesame direction as the direction of rotation of the sun gear.

With the multi-speed transmission in accordance with the invention, ahydrodynamic torque converter or a hydrodynamic clutch can be used asthe start-up element. It is also conceivable that an additional start-upclutch or an integrated start-up clutch or a start-up brake are used.Furthermore, it is possible that an electric machine or any other powersource is arranged at at least one of the shafts. Moreover, at at leastone of the shafts, a freewheel is arranged for the housing or foranother shaft.

Preferably, with the multi-speed transmission in accordance with theinvention, nine forward gears and at least one reverse gear can beshifted by means of the provided shifting elements. However, it isconceivable that, for the fourth forward gear (for example), additionalshifting combinations are made possible by combining other shiftingelements.

The term “shifting element” is understood to mean a shiftable connectionbetween two elements of the transmission, whereas the torque to betransferred between such two elements is transferred by means of theforce closure or frictional closure or by means of the form closure. Ifboth elements of the shiftable connection are designed to rotate, theshifting element is referred to as a clutch, and if only one of the twoelements of the shiftable connection rotates, the shifting element isreferred to as a brake. Moreover, the geometric position and/or order ofthe individual shifting elements can be freely selected, as long as thebinding ability of the elements allows this. In this manner, individualelements may be arbitrarily moved into any position. In addition, to theextent permitted by the external shape, several gear sets can bearranged radially above one another, thus in a nested manner.

Embodiments of a force-fitting (e.g. frictional-locking) shiftingelement include multi-disk clutches or brakes, band brakes, coneclutches or brakes, electromagnetic clutches, magnetic powder clutchesand electro-rheological clutches. Embodiments of a positive-lockingshifting element include claw clutches (e.g. dog clutches) or brakes andtooth clutches. Given their characteristics, in particular the firstshifting element and the fifth shifting element can be designed aspositive-locking shifting elements, such as claw shifting elements (e.g.dog clutches), by which significant consumption advantages can beachieved.

Thus, in general, both frictional-locking and positive-locking shiftingelements may be used as shifting elements. Preferably, given theircharacteristics, in particular the second shifting element designed as aclutch and the fourth shifting element designed as a clutch can bedesigned as claw shifting elements, by which significant consumptionadvantages can be achieved.

BRIEF DESCRIPTION OF THE DRAWINGS

In the following, the present invention is explained in more detailbased on the drawing. The following is shown:

FIG. 1 is a schematic view of a first design variant of a multi-speedtransmission in accordance with the invention;

FIG. 2 is a schematic view of a second design variant of the multi-speedtransmission; and

FIG. 3 is a shifting diagram for the various design variants of themulti-speed transmission.

DETAILED DESCRIPTION

Reference will now be made to embodiments of the invention, one or moreexamples of which are shown in the drawings. Each embodiment is providedby way of explanation of the invention, and not as a limitation of theinvention. For example features illustrated or described as part of oneembodiment can be combined with another embodiment to yield stillanother embodiment. It is intended that the present invention includethese and other modifications and variations to the embodimentsdescribed herein.

Each of FIGS. 1 and 2 shows an example of a design variant of themulti-speed transmission in planetary design in accordance with theinvention, for example as an automatic gearbox or automatic transmissionfor a vehicle.

Regardless of the particular design variants, the multi-speedtransmission comprises a merely schematically indicated housing 11, witha first shaft 1 as a drive An and a second shaft 2 as an output Ab thatis arranged in a manner axially parallel to the drive, along with sevenadditional shafts 3, 4, 5, 6, 7, 8, 9. Furthermore, a first planetarygear set RS1, a second planetary gear set RS2 and a third planetary gearset RS3 are provided. For shifting several gears, a first shiftingelement K1 designed as a clutch, a second shifting element K2 designedas a clutch, a third shifting element K3 designed as a clutch, a fourthshifting element K4 designed as a clutch, a fifth shifting element B1designed as a brake, and a sixth shifting element B2 designed as a brakeare provided. For the coupling or for the transfer of torque between thedrive An and the output Ab, two arbitrary machine elements arepreferably provided; with the design variants, these are designed, forexample, as a first spur gear stage ST1 and a second spur gear stageST2. With the first design variant in accordance with FIG. 1, the firstspur gear stage ST1 comprises a fixed gear 12, which is connected to thefifth shaft 5, and an idler gear 13 meshing with this, which isconnected through the ninth shaft 9 to the fourth shifting element K4.The second spur gear stage ST2 comprises a fixed gear 14, which isconnected to the sixth shaft 6, and a fixed gear 15 meshing with this,which is connected to the second shaft 2. In contrast to the firstdesign variant, with the second design variant in accordance with FIG.2, the first spur gear stage ST1 comprises an idler gear 12A, which isconnected to the ninth shaft 9, and a fixed gear 13A, which is connectedto the second shaft 2.

With respect to the connection options described below between theprovided shafts 1, 2, 3, 4, 5, 6, 7, 8, 9, the provided three planetarygear sets RS1, RS2, RS3, the provided housing 11 and the providedshifting elements K1, K2, K3, K4, B1, B2 along with the provided spurgear stages ST1, ST2, the term “connectable” is understood to mean thatthe described elements are detachable (for example, connected by ashifting element), such that the connection is locked with an activatedshifting element and open with a non-activated shifting element. Theterm “connected” is understood to mean that the described elements areconnected to each other in a manner that is virtually fixed, thus notdetachable.

In accordance with the invention, it is provided with the multi-speedtransmission that the first shaft 1 is detachably connected orconnectable, as drive An, to the ring gear HR3 of the third planetarygear set RS3. Furthermore, the first shaft 1 is connected to the sungears SR1, SR3 of the first planetary gear set RS1 and the thirdplanetary gear set RS3. Moreover, the first shaft is connectable to theplanetary gear carrier PT1 of the first planetary gear set RS1 and tothe first machine element or the first spur gear stage ST1, as the casemay be. Depending on the design variant, the second shaft 2 is connectedor connectable, as output Ab, to the first machine element or the firstspur gear stage ST1, as the case may be, and the second machine elementor the second spur gear stage ST2, as the case may be.

With the first design variant in accordance with FIG. 1, the secondshaft 2 is connected to the second spur gear stage ST2. Furthermore, thesecond shaft 2 is detachable; that is, through the fourth shiftingelement K4 designed as a clutch and the ninth shaft 9, it is connectableto the first spur gear stage ST1.

With the second design variant in accordance with FIG. 2, the secondshaft 2 is connected to the first spur gear stage ST1 and the secondspur gear stage ST2. Furthermore, the first spur gear stage ST1 isconnectable through the ninth shaft 9 and through the fourth shiftingelement K4 designed as a clutch, and through the third shifting elementK3 designed as a clutch, to the first shaft 1.

With the transmission variants in accordance with FIG. 2, which areequivalent in terms of efficiency, the fourth shifting element K4designed as a clutch, which connects the first spur gear stage ST1 tothe output shaft or the second shaft 2, is positioned on the other sideof the spur gear, thus on the side of the transmission input shaft orthe first shaft 1. For this purpose, the original fixed gear 12 is theidler gear 12A and the original idler gear 13 is the fixed gear 13A.

With the multi-speed transmission in accordance with the invention,regardless of the design variant, the first shaft 1 is connectablethrough the first shifting element K1 designed as a clutch and throughthe third shaft 3 to the ring gear HR3 of the third planetary gear setRS3, whereas the ring gear HR3 of the third planetary gear set RS3 isconnectable through the third shaft 3 and the sixth shifting element B2designed as a brake to the housing 11. Furthermore, the first shaft 1 isconnectable through the second shifting element K2 designed as a clutchand through the fourth shaft 4 both to the sun gear SR1 of the firstplanetary gear set RS1 and to the sun gear SR3 of the third planetarygear set. The first shaft 1 is connectable through the third shiftingelement K3 designed as a clutch and through the fifth shaft 5 both tothe first spur gear stage ST1 and the planetary gear carrier PT1 of thefirst planetary gear set RS1.

With the first design variant in accordance with FIG. 1, the secondshaft 2 is connected to the fixed gear 15 of the second spur gear stageST2. Furthermore, the second shaft 2 is connectable through the fourthshifting element K4 designed as a clutch and through the ninth shaft 9to the idler gear 13 of the first spur gear stage ST1.

With the second design variant in accordance with FIG. 2, the secondshaft 2 is connected to the fixed gear 13A of the first spur gear stageST1 and the fixed gear 15 of the second spur gear stage ST2.Furthermore, the idler gear 12A of the first spur gear stage ST1 isconnectable through the ninth shaft 9 and through the fourth shiftingelement K4 designed as a clutch, and the fifth shaft 5 and the thirdshifting element K3 designed as a clutch, to the first shaft 1.

Regardless of the particular design variant, the second spur gear stageST2 is connected through the sixth shaft 6 to the ring gear HR2 of thesecond planetary gear set RS2. In addition, the ring gear HR1 of thefirst planetary gear set RS1 is connected through the seventh shaft 7 tothe planetary gear carrier PT2 of the second planetary gear set RS2.Moreover, the sun gear SR2 of the second planetary gear set RS2 isconnected through the eighth shaft 8 to the planetary gear carrier PT3of the third planetary gear set RS3. Finally, the sun gear SR2 of thesecond planetary gear set RS2 and the planetary gear carrier PT3 of thethird planetary gear set RS3 are connectable through the eighth shaft 8and through the fifth shifting element B1 designed as a brake to thehousing 11.

FIG. 3 shows a shifting diagram or a shifting matrix, as the case maybe, for the two equally effective transmission variants in accordancewith FIGS. 1 and 2. In the shifting diagram, for the realization of thevarious gears, shifting elements K1, K2, K3, K4, B1, B2 to be locked oractivated, as the case may be, are shown in table form, whereas atransmission ratio i is indicated for each gear and the respective gearjump φ is indicated between different gears. In addition to the nineforward gears G1, G2, G3, G4, G5, G6, G7, G8, G9 and the specifiedreverse gear R, additional shifting combinations are indicated asalternative fourth forward gears M1, M2, M3. As a whole, it also arisesfrom the shifting diagram that the proposed multi-speed transmissionfeatures optimized transmission ratio sequences with low absolute andrelative rotational speeds and low torques for the planetary gear setsand shifting elements. In addition, good degrees of toothing efficiencyand low drag torques arise from the selected arrangements of the gearsets.

As preferred stationary transmission ratios, a value of approximatelyi₀=−3.900 can be used for the first planetary gear set RS1, a value ofapproximately i₀=−2.285 can be used for the second planetary gear setRS2, a value of approximately i₀=−1.450 can be used for the thirdplanetary gear set RS3. As the stationary transmission ratio, a value ofapproximately i_(sT1)=−1.337 is selected for the first spur gear stageST1, and a value of approximately i_(sT2)=−1.000 is selected for thesecond spur gear stage ST2. Moreover, it arises from the shiftingdiagram that, for shifting a gear, each of the three shifting elementsis locked.

Specifically, it arises from the shifting diagram in accordance withFIG. 3 that, for the realization of the first forward gear G1, thesecond shifting element K2 designed as a clutch, the fourth shiftingelement K4 designed as a clutch, and the fifth shifting element B1designed as a brake are locked. For the shifting of the second forwardgear G2, the second shifting element K2 designed as a clutch, the fourthshifting element K4 designed as a clutch and the sixth shifting elementB2 designed as a brake are locked. For the shifting of the third forwardgear G3, the first shifting element K1 designed as a clutch, the secondshifting element K2 designed as a clutch and the fourth shifting elementK4 designed as a clutch are locked. For the shifting of the fourthforward gear G4, the second shifting element K2 designed as a clutch,the third shifting element K3 designed as a clutch and the fourthshifting element K4 designed as a clutch are locked. For the shifting ofthe fifth forward gear G5, the first shifting element K1 designed as aclutch, the second shifting element K2 designed as a clutch and thethird shifting element K3 designed as a clutch are locked. For theshifting of the sixth forward gear G6, the second shifting element K2designed as a clutch, the third shifting element K3 designed as a clutchand the sixth shifting element B2 designed as a brake are locked. Forthe shifting of the seventh forward gear G7, the second shifting elementK2 designed as a clutch, the third shifting element K3 designed as aclutch and the fifth shifting element B1 designed as a brake are locked.For the shifting of the eighth forward gear G8, the third shiftingelement K3 designed as a clutch, the fifth shifting element B1 designedas a brake and the sixth shifting element B2 designed as a brake arelocked. For the shifting of the ninth forward gear G9, the firstshifting element K1 designed as a clutch, the third shifting element K3designed as a clutch and the fifth shifting element B1 designed as abrake are locked. Finally, for the shifting of the reverse gear R, thefirst shifting element K1 designed as a clutch, the fourth shiftingelement K4 designed as a clutch and the fifth shifting element B1designed as a brake are locked.

With respect to the shifting combinations of the alternative fourthforward gears M1, M2, M3, it is provided that, for the shifting of thealternative fourth forward gear M1, the third shifting element K3designed as a clutch, the fourth shifting element K4 designed as aclutch and the fifth shifting element B1 designed as a brake are locked.For the shifting of the alternative fourth forward gear M2, the firstshifting element K1 designed as a clutch, the third shifting element K3designed as a clutch and the fourth shifting element K4 designed as aclutch are locked. Furthermore, for the shifting of the alternativefourth forward gear M3, the third shifting element K3 designed as aclutch, the fourth shifting element K4 designed as a clutch and thesixth shifting element B2 designed as a brake are locked.

Modifications and variations can be made to the embodiments illustratedor described herein without departing from the scope and spirit of theinvention as set forth in the appended claims.

REFERENCE SIGNS

-   1 First shaft as a drive-   2 Second shaft as an output-   3 Third shaft-   4 Fourth shaft-   5 Fifth shaft-   6 Sixth shaft-   7 Seventh shaft-   8 Eighth shaft-   9 Ninth shaft-   11 Transmission housing-   K1 First shifting element as a clutch-   K2 Second shifting element as a clutch-   K3 Third shifting element as a clutch-   K4 Fourth shifting element as a clutch-   B1 Fifth shifting element as a brake-   B2 Sixth shifting element as a brake-   RS1 First planetary gear set-   RS2 Second planetary gear set-   RS3 Third planetary gear set-   SR1 Sun gear of the first planetary gear set-   PT1 Planetary gear carrier of the first planetary gear set-   HR1 Ring gear of the first planetary gear set-   SR2 Sun gear of the second planetary gear set-   PT2 Planetary gear carrier of the second planetary gear set-   HR2 Ring gear of the second planetary gear set-   SR3 Sun gear of the third planetary gear set-   PT3 Planetary gear carrier of the third planetary gear set-   HR3 Ring gear of the third planetary gear set-   ST1 First spur gear stage-   ST2 Second spur gear stage-   12 Fixed gear of the first spur gear stage-   12A Idler gear of the first spur gear stage-   13 Idler gear of the first spur gear stage-   13A Fixed gear of the first spur gear stage-   G1 First forward gear-   G2 Second forward gear-   G3 Third forward gear-   G4 Fourth forward gear-   G5 Fifth forward gear-   G6 Sixth forward gear-   G7 Seventh forward gear-   G8 Eighth forward gear-   G9 Ninth forward gear-   R Reverse gear-   M1 Alternative fourth gear-   M2 Alternative fourth gear-   M3 Alternative fourth gear-   i Transmission ratio-   i₀ Stationary transmission ratios of the planetary gear sets-   I_(ST1) Stationary transmission ratio of the first spur gear stage-   I_(ST2) Stationary transmission ratio of the second spur gear stage-   φ Gear jump

The invention claimed is:
 1. A multi-speed transmission in planetarydesign for a vehicle, comprising: a transmission housing (11); a firstshaft (1) provided as a drive (An), and a second shaft (2) provided asan output (Ab) arranged axially parallel to the drive (An); threeplanetary gear sets (RS1, RS2, RS3); third, fourth, fifth, sixth,seventh, eighth and ninth shafts (3, 4, 5, 6, 7, 8, 9); six shiftingelements (K1, K2, K3, K4, B1, B2) through which actuation thereofseveral gears are realized; a first machine element (ST1) and a secondmachine element (ST2) configured to transfer torque between the drive(An) and the output (Ab), the first and second machine elements separatefrom the three planetary gear sets and the first through ninth shafts;the first shaft (1) connectable, as the drive (An), to a ring gear (HR3)of the third planetary gear set (RS3), to a sun gear (SR1) of the firstplanetary gear set (RS1), to a sun gear (SR3) of the third planetarygear set (RS3), to a planetary gear carrier (PT1) of the first planetarygear set (RS1), and to the first machine element (ST1); the second shaft(2), as the output (Ab), connected to or connectable through one of thesix shifting elements to the first machine element (ST1) and to thesecond machine element (ST2); and wherein the first machine element andthe second machine element are one of a spur gear stage, chain, or belt.2. The multi-speed transmission according to claim 1, wherein the firstshaft (1) is connectable through the first shifting element (K1)designed as a clutch and through the third shaft (3) to the ring gear(HR3) of the third planetary gear set (RS3), and the ring gear (HR3) ofthe third planetary gear set (RS3) is connectable through the thirdshaft (3) and the sixth shifting element (B2) designed as a brake to thehousing (11).
 3. The multi-speed transmission according to claim 1,wherein the first shaft (1) is connectable through the second shiftingelement (K2) designed as a clutch and through the fourth shaft (4) bothto a sun gear (SR1) of the first planetary gear set (RS1) and to the sungear (SR3) of the third planetary gear set.
 4. The multi-speedtransmission according to claim 1, wherein the first machine element(ST1) is provided as a first spur gear stage (ST1) and the secondmachine element is provided as a second spur gear stage (ST2).
 5. Themulti-speed transmission according to claim 4, wherein the first shaft(1) is connectable through the third shifting element (K3) designed as aclutch and through the fifth shaft (5) both to the first spur gear stage(ST1) and a planetary gear carrier (PT1) of the first planetary gear set(RS1).
 6. The multi-speed transmission according to claim 4, wherein thesecond shaft (2) is connected to a fixed gear (15) of the second spurgear stage (ST2), and the second shaft (2) is connectable through thefourth shifting element (K4) designed as a clutch and through the ninthshaft (9) to an idler gear (13) of the first spur gear stage (ST1). 7.The multi-speed transmission according to claim 4, wherein the secondshaft (2) is connected to a fixed gear (13A) of the first spur gearstage (ST1) and to a fixed gear (15) of the second spur gear stage(ST2), and an idler gear (12A) of the first spur gear stage (ST1) isconnectable through the ninth shaft (9), through the fourth shiftingelement (K4) designed as a clutch, through the fifth shaft (5), andthrough the third shifting element (K3) designed as a clutch, to thefirst shaft (1).
 8. The multi-speed transmission according to claim 4,wherein the second spur gear stage (ST2) is connected through the sixthshaft (6) to a ring gear (HR2) of the second planetary gear set (RS2).9. The multi-speed transmission according to claim 1, wherein theshifting elements (K1, K2, K3, K4, B1, B2) comprise frictional-lockingor positive-locking shifting elements.
 10. The multi-speed transmissionaccording to claim 1, wherein the transmission comprises nine shiftableforward gears (G1 to G9) and at least one shiftable reverse gear (R).11. A multi-speed transmission in planetary design for a vehicle,comprising: a transmission housing (11); a first shaft (1) provided as adrive (An), and a second shaft (2) provided as an output (Ab) arrangedaxially parallel to the drive (An); three planetary gear sets (RS1, RS2,RS3); third, fourth, fifth, sixth, seventh, eighth and ninth shafts (3,4, 5, 6, 7, 8, 9); six shifting elements (K1, K2, K3, K4, B1, B2)through which actuation thereof several gears are realized; a firstmachine element (ST1) and a second machine element (ST2) configured totransfer torque between the drive (An) and the output (Ab), the firstand second machine elements separate from the three planetary gear setsand the first through ninth shafts; the first shaft (1) connectable, asthe drive (An), to a ring gear (HR3) of the third planetary gear set(RS3), to a sun gear (SR1) of the first planetary gear set (RS1), to asun gear (SR3) of the third planetary gear set (RS3), to a planetarygear carrier (PT1) of the first planetary gear set (RS1), and to thefirst machine element (ST1); the second shaft (2), as the output (Ab),connected to or connectable through one of the six shifting elements tothe first machine element (ST1) and to the second machine element (ST2);and wherein a ring gear (HR1) of the first planetary gear set (RS1) isconnected through the seventh shaft (7) to a planetary gear carrier(PT2) of the second planetary gear set (RS2).
 12. A multi-speedtransmission in planetary design for a vehicle, comprising: atransmission housing (11); a first shaft (1) provided as a drive (An),and a second shaft (2) provided as an output (Ab) arranged axiallyparallel to the drive (An); three planetary gear sets (RS1, RS2, RS3);third, fourth, fifth, sixth, seventh, eighth and ninth shafts (3, 4, 5,6, 7, 8, 9); six shifting elements (K1, K2, K3, K4, B1, B2) throughwhich actuation thereof several gears are realize; a first machineelement (ST1) and a second machine element (ST2) configured to transfertorque between the drive (An) and the output (Ab), the first and secondmachine elements separate from the three planetary gear sets and thefirst through ninth shafts; the first shaft (1) connectable, as thedrive (An), to a ring gear (HR3) of the third planetary gear set (RS3),to a sun gear (SR1) of the first planetary ear set (RS1), to a sun ear(SR3) of the third planetary gear set (RS3), to a planetary gear carrier(PT1) of the first planetary gear set (RS1), and to the first machineelement (ST1); the second shaft (2), as the output (Ab), connected to orconnectable through one of the six shifting elements to the firstmachine element (ST1) and to the second machine element (ST2); andwherein a sun gear (SR2) of the second planetary gear set (RS2) isconnected through the eighth shaft (8) to a planetary gear carrier (PT3)of the third planetary gear set (RS3).
 13. A multi-speed transmission inplanetary design for a vehicle, comprising: a transmission housing (11);a first shaft (1) provided as a drive (An), and a second shaft (2)provided as an output (Ab) arranged axially parallel to the drive (An);three planetary gear sets (RS1, RS2, RS3); third, fourth, fifth, sixth,seventh, eighth and ninth shafts (3, 4, 5, 6, 7, 8, 9); six shiftingelements (K1, K2, K3, K4, B1, B2) through which actuation thereofseveral gears are realized; a first machine element (ST1) and a secondmachine element (ST2) configured to transfer torque between the drive(An) and the output (Ab), the first and second machine elements separatefrom the three planetary gear sets and the first through ninth shafts;the first shaft (1) connectable, as the drive (An), to a ring gear (HR3)of the third planetary gear set (RS3), to a sun gear (SR1) of the firstplanetary gear set (RS1), to a sun gear (SR3) of the third planetarygear set (RS3), to a planetary gear carrier (PT1) of the first planetarygear set (RS1), and to the first machine element (ST1); the second shaft(2), as the output (Ab), connected to or connectable through one of thesix shifting elements to the first machine element (ST1) and to thesecond machine element (ST2); and wherein a sun gear (SR2) of the secondplanetary gear set (RS2) and a planetary gear carrier (PT3) of the thirdplanetary gear set (RS3) are connectable through the eighth shaft (8)and through the fifth shifting element (B1) designed as a brake to thehousing (11).
 14. A multi-speed transmission in planetary design for avehicle, comprising: a transmission housing (11); a first shaft (1)provided as a drive (An), and a second shaft (2) provided as an output(Ab) arranged axially parallel to the drive (An); three planetary gearsets (RS1, RS2, RS3); third, fourth, fifth, sixth, seventh, eighth andninth shafts (3, 4, 5, 6, 7, 8, 9); six shifting elements (K1, K2, K3,K4, B1, B2) through which actuation thereof several gears are realized;a first machine element (ST1) and a second machine element (ST2)configured to transfer torque between the drive (An) and the output(Ab), the first and second machine elements separate from the threeplanetary gear sets and the first through ninth shafts; the first shaft(1) connectable, as the drive (An), to a ring gear (HR3) of the thirdplanetary gear set (RS3), to a sun gear (SR1) of the first planetarygear set (RS1), to a sun gear (SR3) of the third planetary gear set(RS3), to a planetary gear carrier (PT1) of the first planetary gear set(RS1), and to the first machine element (ST1); the second shaft (2), asthe output (Ab), connected to or connectable through one of the sixshifting elements to the first machine element (ST1) and to the secondmachine element (ST2); wherein the transmission comprises nine shiftableforward gears (G1 to G9) and at least one shiftable reverse gear (R);and wherein: for shifting of the first forward gear (G1), the secondshifting element (K2) designed as a clutch, the fourth shifting element(K4) designed as a clutch, and the fifth shifting element (B1) designedas a brake are locked; for shifting of the second forward gear (G2), thesecond shifting element (K2), the fourth shifting element (K4) and thesixth shifting element (B2) designed as a brake are locked; for shiftingof the third forward gear (G3), the first shifting element (K1) designedas a clutch, the second shifting element (K2) and the fourth shiftingelement (K4) are locked; for shifting of the fifth forward gear (G5),the first shifting element (K1), the second shifting element (K2) andthe third shifting element (K3) designed as a clutch are locked; forshifting of the sixth forward gear (G6), the second shifting element(K2), the third shifting element (K3) and the sixth shifting element(B2) are locked; for shifting of the seventh forward gear (G7), thesecond shifting element (K2), the third shifting element (K3) and thefifth shifting element (B1) are locked; for shifting of the eighthforward gear (G8), the third shifting element (K3), the fifth shiftingelement (B1) and the sixth shifting element (B2) are locked; forshifting of a ninth forward gear (G9), the first shifting element (K1),the third shifting element (K3) and the fifth shifting element (B1) arelocked; and for shifting of the reverse gear (R), the first shiftingelement (K1), the fourth shifting element (K4) and the fifth shiftingelement (B1) are locked.
 15. The multi-speed transmission according toclaim 14, for shifting of the fourth forward gear (G4), the secondshifting element (K2), the third shifting element (K3) and the fourthshifting element (K4) are locked.
 16. The multi-speed transmissionaccording to claim 14, wherein for shifting of the fourth forward gear(M1), the third shifting element (K3), the fourth shifting element (K4)and the fifth shifting element (B1) are locked.
 17. The multi-speedtransmission according to claim 14, wherein for shifting of the fourthforward gear (M2), the first shifting element (K1), the third shiftingelement (K3) and the fourth shifting element (K4) are locked.
 18. Themulti-speed transmission according to claim 14, wherein for shifting ofthe fourth forward gear (M3), the third shifting element (K3), thefourth shifting element (K4) and the sixth shifting element (B2) arelocked.